U.S. patent application number 12/800827 was filed with the patent office on 2010-12-02 for apparatus and system for low voltage direct current at industrial power recharging of hybrid high occupany capacity on-road transporation vehicles.
Invention is credited to Anthony Nicholas Caruso, Thomas C. Caruso, Michael William Kelly, Walter Daniel Leon-Salas, Sridhar Reddy Vanja.
Application Number | 20100300780 12/800827 |
Document ID | / |
Family ID | 43218955 |
Filed Date | 2010-12-02 |
United States Patent
Application |
20100300780 |
Kind Code |
A1 |
Caruso; Anthony Nicholas ;
et al. |
December 2, 2010 |
Apparatus and system for low voltage direct current at industrial
power recharging of hybrid high occupany capacity on-road
transporation vehicles
Abstract
The invention presents a dual-mode hybrid high occupancy
capacity vehicle (HHOCV) with a novel electrical energy and power
storage application, electrical energy and power source and
charging system in conjunction with additional methods to maximize
the energy and rate of use such that the overall system is far
superior to multiple personal transportation vehicles and roadway
based catenary mass transit systems, including, but not limited to
petroleum-only fueled high occupancy capacity vehicles. The HHOCV
exhibits a novel battery charging system by taking advantage of
existing track/trolley/catenary facilities for electrically
charging its electrical storage media at a high energy rate so as
to minimize disruption of such charging services, and is not
confined by physical boundaries or limitations and may travel off
the power source to the existing common roadways returning only to
be recharged. The design incorporates software controllers and
other devices to maintain the energy transfer rate and is of such
physical size that the overall invention may either be retrofitted
to existing buses or designed within new high occupancy
vehicles.
Inventors: |
Caruso; Anthony Nicholas;
(Kansas City, MO) ; Leon-Salas; Walter Daniel;
(Kansas City, MO) ; Vanja; Sridhar Reddy; (Kansas
City, MO) ; Caruso; Thomas C.; (Littleton, CO)
; Kelly; Michael William; (Kansas City, MO) |
Correspondence
Address: |
Thomas C. Caruso
8031 Southpark Circle
Littleton
CO
80120
US
|
Family ID: |
43218955 |
Appl. No.: |
12/800827 |
Filed: |
May 24, 2010 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
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61216969 |
May 26, 2009 |
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Current U.S.
Class: |
180/65.21 ;
180/65.1; 191/29R; 191/33R; 307/9.1; 903/903 |
Current CPC
Class: |
Y02T 10/70 20130101;
Y02T 90/121 20130101; B60K 6/46 20130101; Y02T 90/128 20130101;
B60M 1/12 20130101; B60L 2200/26 20130101; Y02T 10/7005 20130101;
B60L 53/14 20190201; Y02T 10/62 20130101; B60Y 2200/143 20130101;
B60L 2200/18 20130101; Y02T 10/6217 20130101; Y02T 90/14 20130101;
B60L 53/32 20190201; B60L 5/26 20130101; Y02T 90/12 20130101; Y02T
10/7072 20130101 |
Class at
Publication: |
180/65.21 ;
180/65.1; 191/29.R; 191/33.R; 307/9.1; 903/903 |
International
Class: |
B60K 6/20 20071001
B60K006/20; B60L 9/00 20060101 B60L009/00; B60M 1/30 20060101
B60M001/30; B60M 1/12 20060101 B60M001/12; B60L 11/18 20060101
B60L011/18 |
Claims
1. An apparatus, comprising: (a) a high occupancy capacity on-road
transportation vehicle (HHOCV); (b) a plurality of electrical
energy storage devices onboard on the HHOCV; and (c) an electrical
energy transfer device configured to transfer energy from an
external electrical energy source at the upper range of low voltage
at industrial power to the plurality of electrical energy storage
devices, wherein the electrical energy transfer device is disposed
on the HHOCV.
2. The apparatus of claim 1, further comprising: (a) a direct
variable drive motor/torque sensing transmission disposed on the
HHOCV.
3. The apparatus of claim 1, further comprising: (a) an electrical
energy producing device disposed on the HHOCV.
4. The apparatus of claim 3, wherein the electrical energy
producing device comprises: (a) a supplemental energy system
comprised of an internal combustion engine with an electrical
generator.
5. The apparatus of claim 1, further comprising: (a) an
electrically driven heat exchanger disposed on the HHOCV.
6. The apparatus of claim 1, wherein the electrical energy storage
devices comprise: (a) electrochemical energy storage capable of
receiving at least industrial power at the highest range of low
voltage DC.
7. The apparatus of claim 1, wherein the plurality of electrical
energy storage devices comprise: (a) electrochemical-capacitive
energy storage capable of receiving at least industrial power at
the highest range of low voltage DC.
8. The apparatus of claim 1, wherein the electrical energy transfer
device comprise: (a) an electrical energy transfer device having a
pantograph type power collector.
9. The apparatus of claim 1, wherein the electrical energy transfer
device comprise: (a) an electrical energy transfer device having an
electrical ground connection.
10. A system for transfer of power, comprising: (a) an electrical
energy delivery system at the highest range of low voltage DC at
industrial power to non-light-rail vehicle or on-road vehicles or
an HHOCV.
11. The system of claim 10, wherein the transfer of power is
further comprising: (a) electrical power transfer from an overhead
catenary.
12. The system of claim 10, wherein the transfer of power is
further comprising: (a) electrical power transfer from a 3.sup.rd
rail.
13. The system of claim 11, wherein the overhead catenary system is
further comprising: (a) overhead catenary infrastructure that
presently exists or will be built for light rail or similarly
designed industrial power at the highest range of low voltage DC
systems.
14. The system of claim 11, wherein the overhead catenary system is
further comprising: (a) overhead catenary infrastructure where no
modifications are required to deliver electrical power to a
non-light-rail vehicle or on-road vehicles or an HHOCV.
15. The system of claim 12, wherein the 3.sup.rd rail system is
further comprising: (a) 3.sup.rd rail infrastructure that presently
exists or will be built for light rail or similarly designed
industrial power at the highest range of low voltage DC
systems.
16. The system of claim 12, wherein the 3.sup.rd rail system is
further comprising: (a) 3.sup.rd rail infrastructure where no
modifications are required to deliver electrical power to a
non-light-rail vehicle or on-road vehicles or an HHOCV.
17. The system of claim 11, wherein the overhead catenary system is
further comprising: (a) at least one accessible recharging station
set off.
18. The system of claim 11, wherein the overhead catenary system is
further comprising: (b) at least one accessible recharging station
spaced within substation catenary sections.
19. The system of claim 11, wherein the 3.sup.rd rail system is
further comprising: (a) at least one accessible recharging station
set off.
20. The system of claim 11, wherein the 3.sup.rd rail system is
further comprising: (b) at least one accessible recharging station
spaced within substation catenary sections.
21. A system of controlling energy transfer; the system comprising:
(a) a switching system; and (b) a sensing system; and (c) a control
system.
22. The switching system of claim 21, wherein the switching system
comprises: (a) an electrical power relay/switch system.
23. The sensing system of claim 21, wherein the sensing system is
further comprising: (a) a temporally sensitive voltage and current
sensing system for an external power source.
24. The sensing system of claim 21, wherein the sensing system is
further comprising: (a) a temporally sensitive voltage and current
sensing system for electrical energy storage devices.
25. The sensing system of claim 21, wherein the sensing system is
further comprising: (a) a thermal sensing system for the
electrochemical storage devices.
26. The sensing system of claim 21, wherein the sensing system is
further comprising: (a) a sensing system for the velocity and
acceleration of a HHOCV.
27. The system of claim 21, wherein the control system is further
comprising: (a) a microcontroller and microprocessor that computes
the overall system state based on input from the sensing systems of
claims 23, 24, 25, 26.
28. The system of claim 21, wherein the control system is further
comprising: (a) an output command to the switching system of claim
22 based on preset limits.
Description
FIELD OF THE INVENTION
[0001] The present invention relates to a dual-mode hybrid high
occupancy capacity vehicle (HHOCV) whose on-road electrical energy
and power is primarily derived from an electrical storage device
whose electrical energy and power is replenished from a unique
application of an existing electrical energy power source.
BACKGROUND OF THE INVENTION
[0002] Various alternative energy vehicle systems are now
commercially available for urban use. Alternative in this context
is compared to conventional internal combustion engines that use
gasoline, diesel, natural gas, propane or other standard
non-electric medium as its fuel source. The most ubiquitous of
these vehicle systems is the gasoline-electric hybrid system where
an electric motor is used to supplement the gasoline engine. The
electric motor receives the bulk of its electrical energy and power
from a battery pack that is charged during deceleration
(regenerative braking) of the vehicle or by the gasoline engine.
Recently, a plug-in version of the gasoline-electric hybrid vehicle
has been made available that adds electrical energy storage
capacity and charging of that additional storage capacity via a
residential convenience 120 VAC outlet. The next logical step is
the use of this alternative hybrid technology to replace multiple
gasoline driven individual automobiles with a mass transit system
composed of high occupancy vehicles with the same or better access
to the road systems and without requiring new and costly charging
stations for their batteries. This invention satisfies this next
step as well as providing overall higher total efficiency.
SUMMARY OF THE INVENTION
[0003] A unique method of recharging high energy and high power
density storage devices, from existing facilities is offered. The
new recharging method claimed here is by a pantograph-type power
collection system from high voltage direct current overhead
catenary line for light rail, high-speed train, trolley or
comparable power sources at 300-700 VDC at up to 3000 A. The
invention would utilize a safe and efficient battery system that
takes charge at a much faster rate than conventional lead-acid- or
lithium-based-batteries and is superior in nameplate cycles for
deep (i.e. greater than 80 percent) depth-of-discharge as well as
in power/energy density. The invention may be added on to existing
high occupancy capacity vehicles or included in original designs.
The faster charge rate and greater depth-of-discharge of the
electric energy and power storage devices allows the system to
charge for a shorter period of time and draw more total energy than
conventional counterparts. This enables the (HHOCV) system claimed
here to obtain its recharge of the all-electric mode
charge-depleting batteries and/or capacitors from a pantograph
which extends upward to make a connection with a direct current
catenary line. As typical catenary systems operate at approximately
300-700 V direct current (VDC) or greater, the efficiency through
which the recharging occurs is vastly greater than with multiple
120 VAC convenience receptacles for individual automobiles and does
not require a voltage rectification circuit. Further, the ability
to recharge by pantograph connection to a typical light
rail/catenary type system allows for the vehicle to make convenient
and efficient quick recharging stops, coordinated so as not to
result in physical or electrical-load-obstruction of the light rail
or trolley cars or system. The HHOCV invention described herein may
either recharge by coordinating with, be a replacement/substitute
for, or seamlessly mesh with the light rail/catenary substations
through the use of a system compatible load shedding controller
such that the occasional HHOCV recharging will not impact the
design margin of the original rail/catenary substations. These and
the advantages described in the abstract above form the basis for
the invention described herein.
BRIEF DESCRIPTION OF THE DRAWINGS
[0004] FIG. 1. Catenary, Ground, Single Mode Bus, Pantograph--A
pantograph 1a is affixed to the top of a single-mode hybrid high
occupancy capacity vehicle (HHOCV) to form a dual mode HHOCV
capable of drawing electrical power 1b from an overhead catenary
1c. The HHOCV also includes an external electrical conductor
capable of establishing electrical ground.
[0005] FIG. 2. Power Input vs. Recharging Time Comparison--Power
input vs. recharging time as a function of various capacity battery
systems for 300 and 600 VDC. 2a shows the power line available from
a standard commercially available recharging unit at 36 kW [1]. 2b
is the power line for a custom recharging station at 70 kW [2]. 2c
is the power line for the technology represented here at 2.1 MW. As
an example comparison, a 150 Ah battery at 600 V requires 157
minutes to charge from the 36 kW system, 78 minutes from the 70 kW
system and less than 2 minutes with the 2.1 MW system proposed
here. [1] Enova Systems 36 kW off-board charging system, Model
FCS36; [2] Tindo Custom Recharging Unit, 400 VAC-3O, 100 A Input;
386 VDC, 200 A, 70 kW output.
[0006] FIG. 3. Flow Diagram--The catenary provides power to the
series/parallel switching hardware and heat exchanger. The battery
system monitors the state-of-charge, regulating the battery
charge/capacitance device input and output. The flow diagram
indicates how the primary power drive (variable DC motor), and
secondary power drive (Backup Combustion Engine/Generator, low
speed/high torque transmission) are configured. It also indicates
how the Backup Combustion Engine/Generator interacts between the
primary and secondary power drives and torque sensing hardware.
DETAILED DESCRIPTION OF THE INVENTION
[0007] This invention embodies the coupling of an HHOCV to a light
rail or trolley car catenary or comparable energy and power
delivery system, as a novel energy and power source for substantial
and quick energy and power transfer to onboard electrical energy
storage devices. The time and frequency of recharging depend on the
conventional fuel consumption reduction desired, physical route
characteristics (resultant battery discharge) and emissions
reduction desired. When or if the petroleum-fueled engine is
desired or required to operate, the fuel savings should be even
higher, due to the all-electric components assuming the peak torque
conditions, allowing the internal combustion engine to remain at or
close to constant revolutions per minute (rpm). Further, the
incorporation and partial supplementation or use of capacitors
during peak power or torque demand will substantially extend the
energy available from the batteries.
[0008] In practice, the HHOCV would drive under an existing
catenary line (e.g. in a yard or spur area), raise the pantograph,
verify the vehicle ground, and charge the onboard electrical energy
devices using essentially the maintenance power of the system
during the intermittent zero or low demand on the design load for a
given substation's primary source. The HHOCV controller would
ensure that the superposition of multiple HHOCV's recharging
simultaneously would not overcome the design load of each
respective substation and together, their primary. Similar power
sources to the light rail, such as 3.sup.rd rail, are considered
derivative or an obvious extension of the invention described
here.
[0009] A conventional light rail system whose electrical power is
derived by catenary also forms part of the basis for this invention
with respect to the dual interlock for grounding. This dual
interlock will assure that a ground is made and the vehicle is
safely grounded.
[0010] The switching of the batteries from series to parallel for
faster charging and the affect on the charging time due to this
change is as shown in FIG. 2 (line 2c) which is new art with
respect to speed and efficiency of energy transfer. The onboard
recharging and regulation circuitry (Controller--FIG. 3) will sense
available power from the 300-700 VDC catenary for an acceptably
quick and safe charge. This process is also new art because very
significant power (up to 10 MW) can be transferred to onboard
electrical energy and power storage devices. This art is further
enhanced by the type of batteries (Li-ion, Ni-metal hydride, molten
salt) and their configuration that may be used in conjunction with
the catenary as a high energy transfer source for recharging.
[0011] A combustion engine powered generator will provide emergency
power to the direct variable drive DC motor or electric motor if
battery/capacitance device power is accidentally depleted. Torque
sensing hardware will transfer battery/capacitance device power to
the electric motor-torque transmission in high torque situations or
reverse mode.
[0012] Since light rail systems in large metropolitan areas already
exist adjacent to established bus routes, this invention will be
immediately functional.
TABLE-US-00001 Potential Existing Catenary Systems Sacramento, CA
Houston, TX San Jose, CA Charlotte, NC Los Angeles, CA Miami, FL
San Diego, CA New York, NY Phoenix, AZ Boston, MA Denver, CO
Newark, NJ San Francisco, CA Pittsburg, PA Seattle, WA
Philadelphia, PA Portland, OR Baltimore, MD Salt Lake City, UT
Toronto, Canada St. Louis, MO Montreal, Canada Dallas-Ft. Worth, TX
Mexico City, Mexico Chicago, IL
[0013] ENERGY STORAGE. The energy storage is embodied within the
charge-depleting battery and/or capacitance devices. The energy
storage system enables the acceptance of electric power in the
range of 0 to 3,000 ADC at a potential of from 300 to 700 VDC. It
is the greater than 0.5 MW power that defines "industrial" power
and at the highest range of low voltage that represents the 300 to
700 VDC potential. This storage rate is over two orders of
magnitude above that which is possible via residential and
commercial power sources. This allows the dual-mode hybrid vehicle
to travel independent of its interconnection to the primary energy
source.
[0014] Further, the presently existing infrastructure of these
railway stations from which the incomparable energy transfer may
take place, can occur without modification to the existing
infrastructure facilities. The present and future electrical
capacity of these railway electrical substations that feed the
electrical energy to the railway stations is fixed. The existing
infrastructure to supply these existing railway substations is
therefore static and subject only to maintenance. The existing
infrastructure to supply these existing railway substations with
capacities up to 10 MW exists in a range of distributed
substations. This electrical energy transfer rate is unimpeded
throughout the contiguous interconnection of the existing
catenary-rail system. The load factor (the period of time a system
is used divided by the time available) is far less than unity. The
load factor is even less at the railway lines where the dual-mode
hybrid vehicle listed would take energy from this existing system.
The novel use of the dual-mode hybrid vehicle is its ability to
operate Off-Track on any line that is less frequented by the
existing railway system vehicles and receives its energy at a high
rate of storage so as not to impact the existing operations and
most importantly receive this energy at a rate no greater than the
draw of the existing railway facilities in order to have no impact
whatsoever on the existing infrastructure that feeds the existing
railway substations. The presently existing energy transfer
capability of the existing substations that feed electrical energy
to the existing railway facilities and equipment is the source from
which we envision the dual-mode hybrid vehicle claimed will obtain
its electrical energy. The charge depleting batteries and/or
capacitors are located within the dual mode hybrid vehicle and are
sized to accept energy at nearly the maximum rate allowed by the
existing railway system substations to reduce charging time "On
Catenary". The charge rate of these charge depleting batteries
and/or capacitors is controlled such that their rate of energy
transfer (power) may be matched to the existing substation
limitation whether by temporary or permanent reduced capacity of
the individual section. The energy transfer range is presently
envisioned as from near zero to as high as 2,100 kW.
[0015] This example describes accepting charge below the operating
margin for a 3,000 kW or greater rated substation. If for some
unknown reason the energy transfer capability of the line is
affected during charging or recharge, the controller within the
hybrid vehicle will reduce the energy transfer rate until the
energy balance is restored (voltage drops are returned to normal
ranges or current rate of change is returned to normal values or
the monitored DC waveform returns to that expected of an ANSI class
31 device) or the transfer rate is diminished to zero at which time
the hybrid vehicle would disengage. Regardless of the energy
transfer rate set to charge or recharge the depleting batteries
and/or capacitors contained within the dual mode hybrid vehicle,
the novel approach to energy transfer is this dual mode hybrid
vehicle controller never takes energy above the transfer capacity
of the line where the hybrid vehicle is temporarily connected "On
Track".
[0016] Embodied within the energy storage claimed is the
conventional storage capability. The conventional storage
capability is capable of accepting the lower energy storage rate.
This lower energy storage rate remains over one order of magnitude
greater than that which is possible via residential and/or
commercial power sources. This conventional storage capability is
limited only by the capability of the existing railway catenary
substations to provide power to the overhead catenary during
intermittent periods of maximum system demand.
[0017] Embodied within the energy storage claim and the
conventional storage capability listed, there exists the On/Off
Catenary energy storage. Significant to these claims are the
capability of the dual-mode hybrid vehicle to absorb energy at the
rates listed (On Catenary) where electrical power is obtained from
the existing railway catenary system at the reduced rate, but also
to disengage from the existing catenary (Off Catenary) and travel
on existing roadways utilizing the energy so derived from the lower
energy storage capable catenary. The lower energy storage capable
catenary provides for transporting freight and personnel at
significantly reduced impact to the environment (little when
operating via the diesel generator to no local pollution) when
operating via the electric motor/generator. This approach provides
a higher efficiency than capable from any residential and/or
commercial energy source due both to the higher transfer rate and
optimization of the battery energy using the tempering capability
of the capacitance devices. Also embodied within the energy storage
and the conventional storage capability claimed, there exists the
Battery/Capacitor storage dependencies. Significant to this claim
is the tempering capability of the capacitance devices, which
allows the batteries to discharge at a more moderate rate when
taking advantage of dynamic braking along the roadway route. It is
envisioned that the battery efficiency will be improved by 12
percent due to this tempering effect even with the more moderate
transfer rate.
[0018] Embodied within the energy storage claimed is the novel
storage capability. The novel storage capability is capable of
accepting the higher and highest energy storage rate. This higher
energy storage rate is over two orders of magnitude greater than
that which is possible via residential and/or commercial power
sources. The conventional storage capability is limited only by
existing railway catenary substations which provide power to the
overhead catenary at or above 10 MW.
[0019] Embodied within the energy storage is the novel storage
capability claimed in that there exists the On/Off Catenary energy
storage. Significant to this claim is the capability of the
dual-mode hybrid vehicle to absorb energy at the rates listed (On
Catenary) where electrical power is obtained from the existing
railway catenary system at the full rate of at or above 10 MW, but
also to disengage from the existing catenary (Off Catenary) and
travel on existing roadways utilizing the energy so derived from
the maximum energy storage capable catenary. The maximum energy
storage capable catenary provides for transporting freight and
personnel at an even more significantly reduced impact to the
environment (little when operating via the diesel generator to no
local pollution) when operating via the electric motor/generator,
higher efficiency than capable from any residential and/or
commercial energy source due both to the higher transfer rate and
optimization of the battery energy using the tempering capability
of the capacitance devices. Also embodied within the energy storage
and the novel storage capability is the Battery/Capacitor storage
dependencies. Significant to this claim is the tempering capability
of the capacitance devices, which allows the batteries to discharge
at a more moderate rate when taking advantage of dynamic braking
along the roadway route. It is envisioned that the battery
efficiency will be improved by 17 percent due to this tempering
effect with the higher transfer rate.
[0020] CATENARY SYSTEM. The catenary system claimed is embodied
within the existing railway electric distribution system that
presently exists at twenty-six (26) Catenary Systems identified
previously within the United States, Mexico, and Canada. These
existing catenary systems are just as important a claim for the
delivery of the electrical energy at an incomparable transfer rate
as is the retrofitted or constructed high occupancy dual-mode
hybrid vehicle for receiving these extraordinary amounts of
portable power. The catenary system is the source of the electric
power to these charge-depleting battery and/or capacitance devices
contained within these high occupancy dual-mode hybrid vehicles.
The catenary system enables the delivery of electric power in the
range of 0 to 3,000 ADC at a potential of from 300 to 700 VDC
distributed throughout the previously listed locations and embedded
within the working infrastructure wherein no additional equipment,
increases in capability or special provisions for attachment are
required outside that contained within the dual-mode hybrid
vehicle. This delivery rate of the catenary system is over two
orders of magnitude above that which is possible via residential
and commercial power sources. This claim allows the dual-mode
hybrid vehicle to receive sufficient energy from the existing
infrastructure to travel independent of this interconnection.
[0021] Embodied within the catenary system claimed is the presently
existing locations of these railway stations from which the
incomparable energy transfer may take place due to convenient
locations. The locations of these railway stations where the stated
energy transfer capability of electric power in the range of 0 to
3,000 ADC at a potential of from 300 to 700 VDC exists today are
distributed throughout these previously listed locations
approximately one-mile apart providing easy and convenient access
to the energy source. The novel locations at which the dual-mode
hybrid vehicle would receive this energy would be at electrified
section lines (required due to the catenary-rail provisions
required for operation of the existing railway systems) used as
"setouts" by the existing railways vehicles.
[0022] CONTROLLER. The controller system claimed is a novel
combination of control modes which will sense and allow energy
transfer to storage systems within the hybrid vehicle to match
seamlessly and not adversely impact the existing operations of the
various existing section locations, the existing infrastructure
upon which this existing electric railway system is built, and the
energy transfer limitations that may be encountered during
operating conditions. The control mode Efficiency, improves
efficiency to further the considerable economy of scale already
present within the system. The control mode Depth-of-Discharge,
limits depth of discharge to prevent battery polarity reversal and
also keeps track of nameplate cycles and monitors various
conditions of the battery (temperature, charge and discharge
status, cell condition, reverse charge, equal charge, equal
voltage, etc.) all of which affect and/or monitor/prolong battery
health. The control mode Distance, is an override to maximize the
distance the hybrid vehicle may cover without regard to efficiency
should such be warranted. The control mode Heat Transfer, utilizes
the waste heat from the batteries for comfort control or minimizes
the waste heat from the batteries during operation or
charging/recharging cycles or cools by ducting and air circulation
of the batteries for prolonged life. Any combination of these waste
heat mode capabilities may be used dependent on the outcome of
interest. The control mode Grounding and Safety Interlocks, ensures
that the grounding condition is met (via mechanical interlocks)
prior to charging, ensures the grounding condition is removed only
when the pantograph has retracted and is in its locked position,
and ensures the grounding condition has been removed prior to
moving of the hybrid vehicle.
[0023] Series/Parallel. The control mode
Battery/Capacitor--Series/Parallel, controls the rate of charge of
the battery/capacitor systems as well as discharge and regenerative
braking for further energy savings. This mode also senses when the
system is connecting to a high power capacity spur substation such
that the batteries need/should be connected into a parallel
configuration for faster charging and later back to a series
connection for matching the operating voltage during normal
operating modes. This mode can also change the series/parallel
configuration of the batteries and capacitors as a coarse setting
for speed control or torque control of the dual-mode hybrid
vehicle. In conjunction with the controller, the series/parallel
system is capable of providing a recharging rate of twelve times
the battery capacity (12C) for 180 Ah capacities and up to 60 C for
battery capacities of 90 Ah, both at 600 V. Ref line A in FIG. 2,
for the power (at 600V) which is less than envisioned with the 700
VDC system claimed here. A further advantage of the high current
capability when in parallel mode and taking power at a high rate
from the catenary is in the melting of electrolyte solids toward
their molten phase for battery operation. Specifically, when
utilizing molten salt or thermal rechargeable batteries, that
utilize materials such as Ni--NaAlCl.sub.4 (Na--NiCl.sub.4), Na--S
or Li--S are inactive in their solid phase and require substantial
heat from resistive electrical heating or comparable to change the
electrolyte from a solid to molten phase. The NaAlCl.sub.4 melts at
157.degree. C. and has an average operating temperature of
270-350.degree. C. The melting procedure requires at least 24 hours
from a 230 VAC, 15.5 A circuit (85 kWh) per module; but merely
minutes from the high voltage and current capability of the
existing catenaries. Lastly, another advantage of high current is
its ability to recharge a system that switches the battery cells or
capacitors from a series operating connection to a full or partial
parallel recharging connection. Such parallel recharging is
advantageous as it reduces loss and recharge time due to one
unhealthy cell.
[0024] Active Heat Exchanger. Embodied within the controller and
incorporating thermal transfer devices along the distributed
batteries are the constituents of an active heat exchanger system
for vastly increasing the charge and discharge rate of these
batteries by removal of the internal heat generated during these
functions. The heat may be used in numerous fashions dependent on
the seasons for passenger comfort but critical to the
charge/discharge efficiency and overall battery life will be
maintaining individual battery cell temperatures that demands an
active in lieu of passive heat exchanger system.
[0025] Equipment Based Embodiments of Claims 1c and 4a. A single
variable electric drive motor/generator is the sole mechanical
power source for the HHOCV receiving electrical power either from
the internal combustion engine generator or the
batteries/capacitors all in conjunction with the controller which
is auctioneering for the better of the two electric sources based
on its operating mode. This single variable electric drive
motor/generator doubles as a regeneration source to charge the
batteries/capacitors during braking and deceleration. The
low-speed/high-torque transmission will allow the internal
combustion engine to remain as small as possible and use the least
liquid fuel. Any shifting required will be determined by the
controller in conjunction with the torque sensing hardware shown on
FIG. 3.
* * * * *